Internal-combustion engine



Feb. 10, 1931. Q, BARN'UM I 1,792,062

INTERNAL COMBUSTION ENGINE Filed Jan. 29, 1929 5 Sheets-Sheet l Orr/YA"6., ,Bar/u/m lNVENTOR ATTORNEY 4/ Feb. 10, 1931. o. G. BARNUM H1,792,062

INTERNAL COMBUSTION ENGINE Filed Jan. 29, 1929 a sneaks-sheet 2 0/1 17/6'6. jrm/m INVENTOR B Q 7 ATTORNEY f I Feb. 10, 1931. o. G. BARNUM1,792,062

INTERNAL COMBUSTION ENGINE Filed Jan. 29, 1929 3 Sheets-Sheet 3 Ol'V/Y/f(1 Barn um INVENTOR ATTORNEY Patented Feb. 10, 1931 UNITED STATESOBVILLE G. BARNUIMZ, OF HOBO, OREGON- IN'TERNAL-COMBUSTION ENGINEApplication filed January 29, 1929. Serial no. 385,091."

weight in order that the same may be adapted for uses in devices where amaximum of power is to be obtained with a minimum of unit weight perunit of power. 7

A further object of my invention is to provide a motor giving a maximumnumber of power impulses per unit rate of rotation of the power shaftthereby promoting the maximum number of power impulses per unit ofrotation of the ower shaft.

A further ob ect of my invention resides m an internal combustionengine, free from cams, cam shafts, valves, valve stems, and associatedelements used for timing that are inde endent of the main crank shaft.

ith these and incidental objects in view,

the invention consists in certain novel features of construction andcombination of parts, the essential elements of which are set forth inthe appended claims, and to a preferred form of embodiment of which ishereinafter shown with reference to the drawings which accompany andform a part of this specification.

In the drawings: v

Fig. 1 is a rear, side view of the assembled motor.

Fig. 2 is a cross section view, taken on l1n e 2-2 of Fig. 1, looking'inthe direction indicated.

Fig. 3 is a cross section view taken on line 33 of Fig. 2, looking inthe direction indicated.

Fig. 4: is. a fragmentary, sect1onal v1ew, taken on line 4-4 of Fig. 3,looking in the direction indicated.

Fig. 5 is a perspective, side view of one of the connecting rods,securin the two oppositely opposed pistons to eacl i other.

ig. 6 is a side view of one of the pistons.

Fig. 7 is a side view, partially in section F of an assembled motor,comprising an engine of four cylinders, two pairs, each oppositelydisposed upon sides of a common engine block.

Like reference characters refer to like parts throu hout the severalviews.

I prefera ly form my engine of a crank case block 1, having faces 2 and3, disposed upon oppositely disposed sides of the block, to which aircooled cylinders 4 and 5, are secured by any suitable fastening means,as by cap screws 6. Exhaust ports 7 and 8 are disposed through the sidewalls of each cylinder and having inlet ports 7A and 8A leading from theinterior 9 of the crank case to the 0 cylinder. Pistons 10 and 11 arereciprocably disposed in each of the cylinders with the usual pistonrings disposed upon the piston and adapted to engage the inner wall ofthe cylinder. A wrist pin 12 is disposed within each of the pistons andhaving a frictionless bearing 13 mounted within the skirt of the pistonand against which the wrist pin actuates. Side connecting rods 14 and 15are secured upon oppositely disposed sides of the pistons and connectthe pistons mounted so within the oppositely disposed cylinders into apair of pistons acting as one unit. Each of the connecting rods has afoot disposed on each end and fastening holes 31 are formed throughwhich fastening bolts 32-pass tofasten the connecting rods to thepistons. Flats 33 are formed at either side of the piston to betterconnect the connecting rods to the pistons. A shaft 16 runslongitudinally of the cylinder block upon which is mounted a three pointcam 17. The cam is substantially, as illustrated in side elevation inFig. 3 and each of the connecting rods has a slot 18 disposed thereinthrough which the main shaft 16 passes. The pistons within theirrespective cylinders are precisely positioned through the action of camrollers 19 and 20. The cam rollers 19 and 20 are indirectly mounted uponwrist pins through the action of frictionless bearings 13 and theconnecting rods are of a length to maintain each of the rollers inintimate contact at all times with the face 21 of the cam therebypositioning the. respective pistons within the cylinders without anypiston slap to precise position in their respective cylinders at alltimes. A dual ignition is provided within the head of each of thecylinders of the usual type, as illustrated at 22, 23, 24 and 25. Thewalls of the cylinder block fit closely and in tight relationship withthe side walls 26 and 27 of the cam, and the three high points of thecam form an intimate contact with the inner peripheral wall 28 of thecylinder block. Therefore, at each intake of the cycle of operation thefuel charge trapped within the spaces is under substantial pressurewithin the crank case and the gas flows under pressure into theexplosion chamber of the cylinder for compression and use. Hubs 29 and30 are disposed upon either side of the cylinder block and frictionlessbearings are disposed within the hub, through which the shaft 16 passes.A thrust ring 34 is disposed upon the shaft and a ball thrust bearing 35is disposed within a suitable housing disposed within the hub. Aremovable plate 36 is secured to the hub by fastening bolts 37. Ahousing 38 is formed upon the hub 30 in which the gears 38A and 39 aredisposed. The gears 38 and 39 are in registerable engagement with themaster timing gear' 40 disposed upon the shaft 16. Where a multiplecylinder engine is required and to better balance the same pairs ofcylinders may be made as illustrated in Fig. 7. Best results are to beobtained with this type of engine where the pairs of cylinders areoppositely disposed and wherein each pair of the cylinders are arrangedin parallel with a common central shaft 16 running therethrough with thethree point cams mounted upon the shaft. Carbureted fuel is admittedthrough the inlet ports 41 leading from the carburetor into the crankcase of the motor block, and the rotation of-the cam within the blockforcing the piston outwarddraws the fuel charge into the motor block andfrom there is admitted into the explosion chamber under substantialpressure. Lubricating oil is carried within the gasoline and suchlubrication lubricates the elements disposed within the motor block. Ihave here shown a three point cam and in so doing, three compartmentsare formed within the block. 'Each compartment being substantiallylarger in volume than the fuel charge to be admitted into the cylinder.On the exhausting of the cylinder and the inward drawing of the pistonWithin the fired cylinder, the fuel charge carried within the blockcompartment is compressed to such an extent that the fuel charge entersthe cylinder in the position of the piston in Fig. 2 and in Fig. 3 sothat the fuel charge enters the exhausted cylinder under substantialpressure.

While the form of mechanism herein shown and described is admirablyadapted to fulfill the objects primarily stated, it is to be understoodthat it is not intended to confine the invention to the one form ofembodiment herein shown and described, as it is susceptible ofembodiment in various forms, all coming within the scope of the claimswhich follow:

What I claimis:

1. In a device of the class described, the combination of a primaryblock cylinder supporting faces disposed upon oppositely disposed sidesof the block, cylinders removably secured to the faces, pistonsreciprocably disposed within the cylinders, hubs disposed upon oppositeends of the cylinder supporting block, a central shaft runninglongitudinally of the block, the side faces of which is intimately incontact with the inner faces of the block and the points of the camcontacting with the inner peripheral surface of the block, connectingrods removably secured to the pistons and having an elongated slotdisposed central of the connecting rod through which passes the maincentral shaft, inlet ports connecting from the interior of the block andleading to the interior of the cylinder and exhaust ports leading fromthe cylinder and extending through the cylinder walls.

2. In a device of the class described, the combination of acrank caseblock, cylinders removably secured to oppositely disposed faces of theblock, pistons reciprocably disposed within the cylinders, an inlet portleading from the interior of the block to the interior of the cylinder,exhaust ports leading from the interior of the cylinders through thecylinder walls, firing plugs disposed within the head of each cylinder,a central shaft running longitudinally of the block and disposed withinsuitable bearings housed within the block, a multiple pointed cammounted upon the shaft and rotated within the block with the sides ofthe cam in intimate contact with the inner side walls of the block andthe points of the cam contacting with the inner peripheral surface ofthe block, side connecting rods secured upon their oppositely disposedends to the pistons and each side rod having an elongated slot throughwhich the main central shaft passes and a thrust ring mounted upon theshaft and a ball bearing mounted within the block to absorb the endthrust of the shaft.

3. In a device of the class described, the combination of a crank shaftcylinder supporting block, pistons reciprocably disposed within thecylinders, side connecting rods secured upon their oppositely disposedends to the pistons to form the pistons into pairs, said side rodshaving elongated slots disposed their ends through which the shaftpasses, a multiple pointed cam disposed within the block and having thepoints in intimate contact with the inner wall of the block, said cambeing mounted upon the central shaft,

rollers rotatably mounted relative to the pistons upon wrist pinsdisposed Within the pistons and adapted to intimately engage the outerperiphery of the cam and rotate the shaft as the pistons arereciprocated by power impulses imparted to the pistons by explosionswithin the cylinders.

4. An internal combustion engine comprising a crank case block, aplurality of cylino ders removably secured thereto. said cylindersarranged so that each is oppositely disposed another one of thecylinders and having their bores in alignment, standard pistons disposedtherein, a shaft running longitudinally of the crank case block, anequilaterally shaped triangular cam secured to the shaft, said camadapted to have its points ride in intimate contact with the inner wallof the crank case block permitting the compression 2 of the fuel priorto its entry into the cylinders, openings disposed through the crankcase block, inlet ports disposed on the side of each cylinder, saidports directly aligned with the openings disposed through the crank caseblock. a Wrist pin disposed Within each of the pistons, an anti-frictionbearing mounted within the skirt of ear .1 piston against which thewrist pin is adapted to be actuated, cam

rollers disposed about said anti-friction bear-' so lugs and adapted toalways ride on the outer periphery of the cam, pairs of connecting rodsremovably secured to pairs of pistons, said rods each having a slotdisposed centrally thcrethrough and through which the central shaftpasses, and means mounted Within the crank case block for absorbing theend thrust of the shaft.

ORVILLE G. BARNUM.

